William Maley

What a difference that four years make. That's the timeframe from the first Kia electric I reviewed (Soul EV) to the model seen here, the 2019 Niro EV. So much has changed in terms of battery technology and overall range that I could see myself having an electric vehicle as a primary mode of transport. There are some still some issues that make me think twice, but they are getting smaller. Kia avoided the trend of going crazy with the Niro EV’s design. Little touches such as blue accent trim, 17-inch alloy wheels, and closed-front grille hiding the charging port help the EV stand apart from other Niro models. Changes inside are even smaller with a new center console featuring a dial control for the drive selector. This move is very smart as many buyers really don’t want their vehicle to shout “LOOK AT ME” when driving. The electric powertrain in the Niro EV packs quite the punch - 201 horsepower and 291 pound-feet of torque. This is up 62 and 92 respectively from the Niro Hybrid I drove a few years back. Providing the electricity is a 64 kWh Lithium-Ion Polymer Battery that provides an estimated range of 239 miles. Kia says the Niro EV will hit 60 mph in under eight seconds. But I found it to be slightly quicker thanks to all of the torque being available instantly. Merging onto a freeway is where the electric powertrain does lose steam - blame a hefty curb weight of 3,854 pounds. I saw a maximum range of 208 to 210 miles throughout my week. This was due to cold temperatures ranging from low 30s to high 40s. But I was able to do a forty-mile round-trip commute for most of the week without having any range anxiety issues. Charging anxiety is a different story. If you have been reading my electric and plug-in hybrid reviews, then you’ll know that I only have access to 120V charging at home. Plugging the Niro EV after my day job meant waiting over sixteen hours for a full charge. This caused me to not want to venture out far unless I had some important errands to run as it would mean a longer time for a recharge. If I had completely depleted the battery, I would be waiting over two days for the battery to recharge. If you have a 240V charger, that time drops to 9.5 hours for a full-recharge. Finding a quick charger has gotten easier in the past year or two, but it is still a hit and miss affair. There are no quick chargers near where I live (unless I have a Tesla). It's slightly better further south where I work as there some around the area. But that introduces its own set of problems such setting aside the time to charge up the vehicle to finding if one works. I should note that I didn’t get the chance to try quick charging with the Niro EV during my week. Handling is slightly better in the Niro EV thanks to the additional weight of the battery pack which reduces body roll. Steering is very light when turning, but will surprise you with how quick and accurate it deals with changes in direction. Ride quality is a little bit firm with some bumps and imperfections making their way inside. Where the Niro EV shines is noise isolation. During my work commute, I was surprised by how little wind and road noise came inside. The major downside to the Niro EV is its limited availability. At the time of this writing, Kia is only selling the Niro EV is twelve states - most of them having Zero Emission Vehicle (or ZEV) programs that require automakers to sell a certain amount of electric vehicles in their lineups. Nothing is stopping you from purchasing a Niro EV in one of the states that it is available, but I’m wondering how many people will do that. Pricing for the Niro EV begins at $38,500 for the base EX model. I had the EX Premium at $44,000 which adds such goodies as an eight-inch touchscreen, premium audio system, heated and ventilated front seats; sunroof. Add in a $1,000 Launch Edition package (LED headlights, front parking sensors, and auto-dimming rear-view mirror), and my as-tested price came to $45,995. Expensive bit of kit, but the Niro EV does come with a long list of standard features including heated outside mirrors with power folding; seven-inch infotainment system with Apple CarPlay and Android Auto; adaptive cruise control, blind-spot monitoring, and push-button start. Plus, the Niro EV qualifies for the full $7,500 federal tax credit which may sway some buyers when it comes time to do their taxes. The Kia Niro EV is the first electric vehicle that I could see myself living with. It drives for the most part as a normal vehicle and offers enough range for most people. The big item you need to be aware of is charging. If you decide to purchase, be sure to get a 240V charger and check to see if there are any sort of fast chargers in your area. It may mean the difference between worry-free and a large amount of anxiety. Disclaimer: Kia Provided the Niro EV, Insurance, and One Tank of Gas Year: 2019 Make: Kia Model: Niro EV Trim: EX Premium Engine: 356V Permanent Magnet Synchronous Electric Motor Driveline: Front-Wheel Drive, Lithium Ion Polymer Battery Pack Horsepower @ RPM: 201 @ 3,800 - 8,000 Torque @ RPM: 291 @ 0 - 3,600 Estimated Range: 239 Miles Curb Weight: 3,854 lbs Location of Manufacture: Base Price: $44,000 As Tested Price: $46,045 (Includes $1,045.00 Destination Charge) Options: Launch Edition - $1,000.00 View full article

I remembered it... Hell, I reviewed it.

I wish that I could give you answer to that.

I’ll admit that I have an unabashed love for the Mazda MX-5 Miata. This plucky roadster proves you don’t need gobs of power to provide a big grin when driving. A combination of well-sorted chassis, steering, and slick gearbox does the trick. But Mazda has decided to add a bit more power for the 2019 model, along with including a more powerful four-cylinder and a hardtop option. I’m curious to see if these changes can make the Miata better or worse. The model seen here is the RF - short for retractable fastback. Press the switch and the roof panels begin an origami folding exercise into the trunk. The result is a targa that provides the open-air feeling, minus a large amount of wind noise. It doesn’t hurt that roof pillars are styled in such a way that gives off a rakish look, no matter whether the top is up or down. Under the hood lies a revised 2.0L Skyactiv four-cylinder with 181 horsepower and 151 pound-feet of torque - up 26 and 3 respectively. A six-speed manual is standard, while an automatic is optional. The small bump makes for a huge improvement in overall acceleration. Just leaving a stop, I was surprised how much pull the engine had as it got to 45 about a half-second quicker than the last Miata. A key change is Mazda bumping the redline to 7,500 rpm, which allows the engine to fully flex its muscle. This became apparent when I needed to pass a vehicle and found that I didn’t need to drop down a gear to get the power needed. The six-speed manual is still a joy to work with short and precise throws and a direct feeling clutch pedal. Even when stuck in traffic, doing the motions didn’t feel like a hassle. Average fuel economy for the week landed around 32 mpg, even though I was winding the engine out and playing through the gears just because it is so much fun. My tester was the Club model that adds a sport-tuned suspension with Bilstein shock absorbers, and a front shock tower brace. This firms up the suspension and provides improve handling on the limit. But out on the backroads, I couldn’t tell there was any real difference in handling between this and the 2016 MX-5 Grand Touring I drove a few years back. Maybe there was slightly less body roll in the RF, but both vehicles had similar characteristics when going into a turn. If I drove both of them on a track, then I think the differences would become more apparent. There is a downside to the Club’s suspension, a very harsh ride. Just making a quick trip to the store was a bit much as the suspension would transmit every little bump and imperfection to the backside of those sitting inside. Another item fitted to my tester was a set of Recaro bucket seats. They come as part of an option package that also adds Brembo Brakes and some cool-looking BBS wheels finished in black. The seats have increased bolstering to hold you in during an enthusiastic drive. But the lack of padding makes them uncomfortable for longer trips. On paper, the RF is an expensive proposition when put against the soft-top: $32,345 vs. $25,730. That massive difference is due to Mazda not offering the base Sport model on the RF. But put the soft-top Club against the RF and the difference shrinks to just over $2,000. Be forewarned that the RF can get expensive. That package I mentioned earlier with the Recaro seats? That will set you back $4,670, bringing the as-tested price to just over $38,000. Mazda’s improvements for the 2019 MX-5 Miata for the most part help, allowing it to become more fun to drive and somewhat easier to live with. That said, the additional cost of the hardtop will depend on whether or not you think it is worth the benefits of possibly being an all-seasons car. Disclaimer: Mazda Provided the MX-5 Miata RF, Insurance, and One Tank of Gas Year: 2019 Make: Mazda Model: MX-5 Miata RF Trim: Club Engine: 2.0L SkyActiv-G DOHC 16-Valve with VVT Four-Cylinder Driveline: Six-Speed Manual, Rear-Wheel Drive Horsepower @ RPM: 181 @ 7,000 Torque @ RPM: 151 @ 4,000 Fuel Economy: City/Highway/Combined - 26/34/29 Curb Weight: 2,453 lbs Location of Manufacture: Hiroshima, Japan Base Price: $32,345 As Tested Price: $38,335 (Includes $895.00 Destination Charge) Options: Brembo with Black Roof - $4,670.00 Interior Package for M/T - $425.00 View full article